Highfields 7A,7B post shutdown service complete. Oil change completed, new Mobil 600 W Super Cylinder oil added. Sample collected for RPG of used oil. Both found to be mechanically sound and stored in upper mezzanine. 

 The HE2 probe was reinstalled in the cyclotron this morning following the procedure in Document #126165.  An orbital bridge position of 247.35° was used (same as for the removal on Feb 9th).  The installation went smoothly.

 The HE2 probe was removed from the cyclotron today following the procedure in Document #126165.  An orbital bridge position of 247.35° provided better alignment than 247.2 from the procedure.  The probe signal head was intentionally left in the "up" position by Diagnostics Group which did not cause any issues with removal.  Trolley elevation when the frame contacted the base of the probe was 53.8".  No major issues were encountered. The probe will be returned to the tank of Diagnostics Group have converted the radial drive to a bellows feedthru.

 The HE1 probe was removed from the cyclotron today using the procedure in Document 126165.  The reason for removal is so that Probes Groups can attempt to repair a problem with stuck probe head drive.  Due the failure, the probe head was almost at the inboard travel limit (towards cyclotron center post) at the time of removal. Additional cut-outs were added to the HE probe frame to accommodate the probe head and ribbon cable wheel which were not at the normal position.

Location of the frame below the probe was done according to the procedure.  While moving the frame up some resistance was encountered about 1" from contact between the frame upper surface and the base of the probe.  After some investigation with outrigger cameras and direct viewing from the tank edge it was determined that the probe head was interfering slightly with the removal frame.  The probe head was driven completely to the inboard limit (a small amount of travel was still possible).  After moving the probe head the frame could be raised up to the probe without issue, and then it was removed from the tank as per the procedure.

The probe is scheduled to be reinstalled next week after the repair is complete.

 HE1 probe was reinstalled in the cyclotron this morning as per the procedure in Document 126165.  Hardware for the probe head motion had been repaired/replaced by Probes Group, so the probe head could be put in the fully retracted position.  The job went smoothly and nothing unusual was encountered.

The HE1 Probe was removed from the cyclotron this morning following the procedure in Document-126165 (currently in draft status, to be released after the probe has been reinstalled).  The procedure took approximately 2 hours from when the trolley was put into the tank until when it was removed from the tank with the probe.  The procedure took from 8am - noon including putting the bridge into the cyclotron, and removing the probe from the trolley into the Probes Group work area on the B2 level.

No major surprises were encountered during the procedure.  Camera view screen captures were taken at each step to be added to the procedure.

Possible improvements to the procedure and equipment include:
1. A flow restrictor should be added to the inner-member stop tab air line to slow movement
2. The inboard guide views on both sides (camera views #7 and #8) would be more useful if they were more zoomed in
3. It would be useful to be able to turn off the trolley fluorescent light at the inboard end once the bridge is in the tank (it caused glare in some views)
4. The opposite side latch camera view (camera view #5) seems to not be secure enough and was bumped slightly out of position during trolley move, try to secure better
5. In Section 1 of the report it would be better for a final check of each view with the probe mockup to be done after the trolley has been lowered to the bridge
6. The probe didnt lower freely immediately after unhooking the outboard latch.  After slight lowering of the frame and a few up and down movements it became free.  It is suspected this is because of too much upward force on the probe from the frame due to the inboard tip being tilted too high.  Steps have been added to the procedure to prevent this in the future.  Another possible improvement to the equipment would be load cells on the trolley or between the trolley and frame

 The HE1 Probe was reinstalled into the cyclotron this morning following Section 3.2 in Document-126165 (to be reviewed and released after camera view screen captures added).  The procedure took approximately 1 hour from when the trolley was moved into the cyclotron tank until when it was removed.  Camera view screenshots were captured throughout the procedure and the probe head was inspected with the left outrigger camera after installation to check for abnormalities - none found.

In Step 3.2.7 of the procedure view #6 was checked to ensure the inner-member was fully retracted before actuating the stop tab - consensus was reached among Remote Handling and Probes Group personnel that the inner-member was fully retracted, but in fact what appeared to be the pulleys at the end of the inner-member in the camera view was actually part of the inner member frame.  The stop tab hit the inner-member when it was actuated pushing it backwards.  No damage was caused, but a note will be added to the procedure to avoid this in the future.  Other than this the installation went smoothly and there were no deviations from the procedure.

Dan Louie's e-mail comments from 30 Jan 2013 are attached.

- Grant

Old fittings and broken pneumatic tubing on the FTRF jig have been replaced with new push-connect fittings and polyurethane tubing. The jig was previously not in a functioning state due to damaged tubing. A pneumatic diagram was created in the process of the upgrade. The tubing will be cleaned up within the next few days and the jig tested.

 Damaged "H" channel removed from the first festooning car, and spare channel was put in place.

Note: it seems like the aluminum channel is not strong enough for the forces its being put under, and is resulting in deformations (See picture "Festooning car H channel deformation"). We suspect this has happened in the past, notches were cut out where the deformation likely occurred and then the part was flipped and put back in place. There was two notches on the bottom face of the part we took out, and there was already one on the spare part. (see picture "Festooning car H channel bottom face"). A new channel needs to be designed out of steel for the first car to prevent this from reoccurring.

The rope and pulley system that is used to raise the festooning rail across the vault shield door has been re-routed. It now makes use of all three pulleys and is easier to raise and lower without interference. 

All of the Fall arrest Platform Railing has been Collapsed for Cyclotron Lid up.

Ex 2C has been removed from the cyclotron. A trip into the tank was needed to free the probe, hung up on the usual spot.

EX 2C has been installed back into the cyclotron.

An emergency trolley rescue winch (TRH1527) was developed for the purposes of retrieving trolleys from the cyclotron tank whose radial drive have failed.

This winch was tested today on the carrier in mockup setting with success by Adam Newsome, Dan McDonald, and Travis Cave. The following is a summary of the test:

• Lower resonator trolley was used with additional 1200 lb loading (total weight: approximately 2900 lb)... this represents the worst-case scenario for rescue
• The drive mechanism was bypassed so wheels could freely rotate (this is standard rescue procedure)
• The winch was mounted so that the alignment angle of the cable was close to 0 degrees
• The winch successfully pulled the entire assembly with no issue – it was pulled approximately 5 metres

An ECO will be released for the drawings for mounting components - no redlines were required.

Station 11-12 where swapped for station 13-14 during 2018-2019 shutdown. Once lock out and motor disconnect was complete we commenced removal of spares and installation of original equipment. Station 13 was swapped in for station 3 and the upper bearing was serviced.  In addition to regular maintenance we built and installed a cover for the void in between station 10-11, this void in shielding measured approx 2'x4'. RH borrowed a demo Milwaukee 1' cordless impact from Motion industries. Our goal in trying this tool was to compare break out force between it and a pneumatic 1' impact in the hopes of removing all pneumatic tooling from our elevating system work. We tried it against a number of bolts and found it comparable with a 75% weight savings. In the past number of years we have made investments in tooling, equipment and safety gear in the drive to remove hazards and mitigate risks.

It was observed during lid up operation on 2024-02-08, approximately halfway through raising the lid, that the motor contactor for station 10 located within its small motor panel stopped functioning. The symptoms observed were: entire system stopped since station 10 lagged behind (approx. 150 counts on counter), station 10 could not be jogged locally in either direction, the control signal to activate the motor was being sent to the contactor when attempting to jog, but no motion occurred.

After locking out the panel, the contactor was disassembled and reassembled by an electrician. The system was powered back on and the motor functioned normally. The explanation as to why the issue occurred in the first place is unknown but it is likely attributed to years of infrequent usage causing it to "stick" and/or corrosion buildup.

In any case, it is recommended that all contactors be inspected during the year of 2024 and that at least station 10 be replaced, and spares for other stations procured.

It was observed when attempting lid up operation on 2024-02-06 that the brakes for each of the jacks were not operating correctly. It appeared that power was not being applied so the brakes were stuck in the engaged state. This ultimately resulted in issues with the lid up operation.

The issue was traced to relay A1 (the master brake power relay) not toggling as expected, despite the relevant control signals being present to try to enable it. This relay is located in the MCC-E 400V panel. Adjacent to the relay is fuse F4 which supplies the relay. This fuse was blown. The fuse was: English Electric CIS50. 50A rated, 600V, H.R.C. Form II. Replacements were ordered, however the part is obsolete due to its age. In the short term, a temporary workaround was implemented by installing a 30A fuse. This will be replaced when the spare fuses arrive.

The system was powered up again today (2024-02-07) and the brakes energized as expected. It appears that there is no issue. The root cause of why the fuse blew in the first place is unknown at this time. It was originally suspected that it was due to accidental mis-wiring of the brakes when they were reconnected after annual servicing, but if this was true, the fuse would have instantly blown again when relay A1 was energized. The best guess at this point is that the fuse failed due to age (it is likely around 60 years old).

This e-log will be updated if any further developments are made on this issue.

 Annual Jack Inspection: The annual elevation system inspection has been completed (Jan 31,2023).

At station 1, Highfield gear Jack 13R needs a coupler seal replacement. It is ok for this shutdown, but should be replaced before next shutdown.

During the lift, station 7, Right Highfield was running a little rough - should also be checked before next shutdown. 

All motor and gearbox temperatures recorded during lift were consistent to temperatures recorded in the past. 

The full service to two jacks are not being completed this year. 

 The annual elevating system maintenance for the 2023-2024 shutdown following Document-220322, 

Work done after electrical lockout of elevating system and motors electrically disconnected: 

Work done on Station #1: 

• Note readings on station counter (71) and gap clearance on yoke (5/8" wrench thickness) 
• Remove all spares(#13)  from station 1 (two jacks, two highfield gear reducers and one electric motor) 
• Reinstall complete serviced original station into station 1
• Set yoke gap and counter to same as previously recorded

Work done on Station #7: 

• Note readings on station counter (71) and gap clearance on yoke (9/16" wrench thickness) 
• Remove originals from station (two jacks, two highfield gear reducers and one electric motor) 
• Install Spare elevating system (station #13) into station #7 
• Set yoke gap and counter to same as previously recorded 
• Inspected and serviced upper bearing: OK 
• the removed originals are taken to the Remote Handling Active Machine shop where each component will be inspected and serviced to be reinstalled next shutdown

Electric motors have been reconnected at stations #1 and #7.